Cooling system for electric-railway apparatus.



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PATENTEDJAN. 2l, 1908.

W. S. MOODY. v COOLING SYSTEM POR ELECTRIC RAILWAY APPARATUS.

APPLICATION FILED JUNE 16, 1906.

3 SHEETS-SHEET 2.

Inventor Wolter S Mood Witnesses= "fr ^-ms Perses co., wAsmNcmN, u. c.

No. 877,467. PATENTED JAN. 2l, 1908. W. S. MOODY. COOLING SYSTEM'FOR ELECTRIC RAILWAY APPA RATUS. PPLIOATIoN FILED JUNE 16. 190e.

3 SHEETS-SHEET 3.

3l 3So 36 Winesses: InvenJor: f Wal'ler S. Moodg @to b5 UNTTED sTATEs PATENT -oEEroE WALTER S. MOODY, OF SCHENECTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

COOLING SYSTEM FOR ELECTRIC-RAILWAY APPARATUS.

Patented Jan. 21, 1908.

Original application filed August 10| 1904. Serial No. 220.160. Divided and this application filed J une 16. 1906. Serial No. 322.016.

To all 'whom 'it may concern:

Be it known that I, WALTER S. MOODY, a citizen' of the United States, residing at Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements in Cooling Systems for lElectric-Railway Ap aratus, (division of my application, Serial o. 220,160, filed August 10, 1904,) of which the following is a speci flcation. l

It is sometimes desirable to supply alternating current at one potential from stationary supply conductors to one winding of a transformer located on a movable vehicle, the other winding of the transforme-r furnishing alternating current of different potential to consuming devicesl located on or traveling with the vehicle. For instance, the motors which pro el electric railway cars may be driven by a ternating current "urnished to the low-pressure winding of a transformer carried by the car, the high pressure windingof which is supplied with alternating current through stationary conductors and traveling contacts. It is highly desirable that a transformer for use on an electric car should be as compact and of as small a wei ht as possible.

T e object of my invention is to provide an arrangement of the transformer and of a ventilating system therefor, such that the size and weight of the transformer may be reduced to a minimum.

The various features of novelty which characterize my invention are pointed out with particularity in the claims annexed to and forming a part of this specification. For a better understanding of my invention, however, reference may be had to the accompanying drawings and description in which have illustrated and described one embodiment of my invention.

Of the drawings, Figure 1 is an elevation of an electric car equipped with my invention; Fig 2 is a sectional elevation showing the arrangement of the conduit; Fig. 3 is a partial sectional elevation showing the hood at one end of the conduit; Fig. 4 is an elevation showing a trap which may be employed; Fig. 5 is an elevation showing the removable conduit section; Fig. 6 is a perspective view of the transformer employed; Fig. 7 is an end elevation of the transformer with parts broken away and in section; Fig. 8 is a side elevation of the transformer with parts broken away and in section; and Fig. 9 is a diagrammatic view showing an arrangement of the transformer, air compressor, and air reservoir.

Referring to the drawing, 1 represents a car of the ordinary type employed on high speed interurban electric railways. Trolley poles 2 located at each end of the car are alternately employed to take alternating current from an overhead conductor 3 at comparatively high potential, say 2,000 volts, and deliver it to the primary windin of a transformer 4 located below the car ody. The secondary of the transformer supplies current at a reduced potential, say 400 volts, to suitable motors mounted on the trucks 5. The return conductor of the primary system includes the wheels 6 and rails 7.

The core of the transformer, which is substantially of the type shown by the patent to Hall, No. 755,766, granted March 29, 1904, comprises a central elon ated horizontal leg or portion 8 and four egs or branches 9 which are similar to each other and are spaced equally about the leg 8 and extend parallel therewith, and portions 10 which eX- tend radially from each end of the leg or branch 8 to the ends of the legs or branches 9. The windings of the transformer surround the central leg 8 and are located in the space between the legs 9 and end portions 10.

Each outer leg 9 corresponding end portions 10, and a quarter of the central leg or portion 8 of the core, are formed by two bundles 11 and 12 of laminae of magnetic material. The bundles 11 are similar to the bundles 12 in that they are both rectangular in outline and formed with rectangular openings passing through them. The bundles differ from each other, however, in the fact that the inner legs of the bundles 11 are substantially twice as wide as the corresponding legs of the bundles 12. The inner portions of the four pairs of bundles 11 and 12 forming the core are assembled together as shown to form the central leg or branch 8 which is cruciform in cross-section.

Angle bars or plates '13 are placed in the notched corners of the cruciform-shaped central leg or core 8 with their outer surfaces bearing against the sides of the laminae.v

The inner. legs of each pair of bundles 11 and 12 are clamped together'by bolts 14 which pass transversely through the bundles 11 and 12 and the adjacent flanges-of the angle bars 13.` As is clearly shown in the drawings, a cross-shaped ventilating space 14 extends through central leg or branch 8, the laminae being separated by spacers 15 for'this purose. l) Each outer leg 9, which is substantially rectangular in cross-section, is shown as somewhat wider in a direction measured perpendicular to the plane of laminationthan is the central leg S. This result is lobtained by interleaving with the laminae in the legs 9 corresponding to those in the inner legs or sides Aof the bundles 11 and 12 additional laminze. Convexly curved members 16, which may be formed of cast iron or the like, are located between adjacent sides of. the adjacent core legs 9. The members 16 are formed with faces or surfaces at right angles to each other, which abut against the sides core leg 9.

of the adjacent core legs. The outer edges of these faces are flush withl the outer edges of the core legs. The members 16 are formed with lugs 17 .which are located adjacent to and project beyond the outer surfaces of the core legs. Bolts 18 passing through apertures formed in the lugs 17 are employed-to clamp each core leg between the adjacent members 16. As shown, the bolts 18 are located beyond the outer surface of the corresponding The members 16 are formed on their outer surfaces with heat-dissipating ribs 16 which extend parallel to the length of the transformer and the line of motion of the car.

End plates or head members 20 are clamped against the ends of the core and the ends of the members 16 by bolts 21. The bolts 21 pass through and are positioned by apertured lugs 23 projecting for the purpose from the inner surface of the members 16. To stiften the construction, members 25 pivoted on the bolts 21 have formed in them threaded apertures in which are located bolts 26, the ends of which are forced against the angle bars 13.

The windings of the transformers comprise two concentric sections 30 and 31. The inner section' 30 in turn comprises an inner primary coil 32 preferably formed out of a copper strip bent edgewise to form a helix, and an outer secondary coil 33 which preferably is also in the form of a co per strip or ribbon bent edgewise into a he ix. A layer 34 of insulating material is placed between the coils 31 and 32 which may be taped together. The outer section 31 is formed of an inner secondary coil 35 which is substantially similar to the coil 33 and an outer primary coil 36 which is substantially similar to the coil 32. The coils 35 and 36 are separe'v 9 by a layer of insulating material 37 and mij l t t be taped together as are the coils 32 and 33. The sections 30 and 31 are separated from each other to form a ventilating space by separators or space blocks 38.

The coils, which themselves possess considerable mechanical strength by reason of their construction, are `locked tightly in place between the central leg 8 of the core and the outer leg 9 by strips or spacers 40 of insulating material. After the coils are firmly locked i'n place by the spacers 40 the coils and core are several times dipped in a heavy insulating compound or paint to seal the core, the spacing strips and the coils into a rigid mechanical structure. The exterior of the shell formed by the legs 9 and member 16 is made water-tight by a coating of waterproof paint or the like.

The transformer is placed beneath the car body with the legs 8 and 9 extending parallel to the direction of movement of the car and is supported by a skeleton frame or cradle 41 comprising a number of substantially U- shaped ,wrought iron bars 42 which are connected at their upper ends by rails 43. Notches are formed in the lugs 17 to receive and position the U-shaped members 42. Bolts passing through the U-shaped bars 42 and rails 43 are employed to secure the cradle to the car structure.

As is clearly shown in the drawings, the end plates of the transformer are formed each with a cylindrical flange or lip 45 which surrounds an opening 46 centrally located in the end plate. To stifen the structure a number of bars 47 extend transversely across the openings 46. Conduits 43, the bodies of which are located between the floor-beams 4S of the car, extend from points adjacent the ends of the transformer to points adjacent the ends of the car. A pipe or conduit section 49 is employed to connect each end of the transformer to the adjacent end of the corresponding conduit. The conduit section 49 may be hinged-to the conduit body as shown at 49 and provided with a collar 50 which may be locked removably about the flange 45 by thumb screws 51 as shown in Fig. 5. A hood or funnel 52 is connected to the outer end of each conduit. It will be readily understood that the movement of the car will cause air to be taken in by the for ward funnel and delivered through the forward conduit 48 and section 49 to the interior of the transformer from which it will escape through the rear section 49, conduit 4S, and funnel 52. The passage of air through the transformer will, of course, remove heat generated in the transformer.

To prevent the entrance of'dirt into the transformer a screen 53 is placed at the mouth of each funnel. Traps 54 (see Fig. 4) are preferably provided in the conduits at each side Qf the transformer, into which the null?` of the dirt passing the corresponding screens is collected. The traps 54 also serve l What I claim'as new, and desire to secure to prevent rain and snow from entering the by Letters Patent of the United States, is,` transformer. By making the conduit sec- 1. In combination, an electric railway car tions 49 removable as described, the interior equipped with an air-brake system supplied of the. transformer can be readily cleaned of with air from an intermittently operating 70 use of a compressed air cleaning device. tain a substantially consta'nt air-pressure in As shown diagrammatically in Fig. 9 of the the air-brake reservoir, an electric device indrawings, I may connect the intake pipe 56 closed in a casing, means for cooling said de- 10 of the air compressor 57,*Which fills the reservice consisting of a conduit attached to the 75 voir 58 with air for the operation of the car casing of said device, and open and exposed brakes, to take air from the interior of the to the air-pressure generated by the car transformer. The pipe 56 may be connected through its motion, for causing the moveto the middle of the u per cover plates 55 by ment of the car to force air through said deconnections 55 as shown. This increases vice, and a connection from the intake pipe the air circulation through the transformer of the air compressor to the casing of said dein an advantageous manner as the brakes are vice for causing the air-com ressor to pass a used most frequently and consequently the current of air through said dlevice.

air pumped most rapidly by the compressor 2. In combination, an electric railway car when the car is running at comparatively equipped with an air-brake system supplied g5 low speed and when therefore the circulation with alr from an interimttently operating f produced by the motion of the car proper 1s air-compressor apparatus arranged to maineast noticeable. tam a substantially constant air-pressure in The transformer construction WhichIhave the air-brake reservoir, an electric transhereln described and illustrated in detail, former inclosedin acasing, means for cooling 90 possesses many advantageous features of said device consisting of a conduit connected construction and arrangement which are not to said casing, for causing the movement of limited to use for any particular purpose or the car to force air through saidtransformer, in any particular arrangement. The conand a connection between the air-compressor 3o struction, however, embodies features which apparatus and the transformer casing for are particularly useful when the transformer causing said apparatus to pass a current of is to be mounted beneath a car as shown in air through the transformer.

F ig. 1. The design is one in which the 3. In combination, an electric railway car length of the transformer may be made comequipped with an air-brake system supplied paratively great with reference to the dimenwith air from an air-compressor normally sions of the transformer. This is of im orperforming its maximum` duty when the tance in view of the limited space in w ich brakes are applied most frequently, an electhe transformer must be supported. tric device mounted on said car, and two It is frequently desirable to make a transmeans for cooling said device, one of said 4o former air-cooled rather than oil-cooled to means producing its greatest effect when the 105 economize space by dispensing with the oilcar is running at high speed, and the other of containing casing or for other reasons. With said means ordinarily producing its greatest the construction shown, an air-cooled transeffect when the car is runnin@ at comparaformer is obtained in which the windin s are tively low speeds.

thoroughly protected and incased while at 4. In an electric railway car arranged to 11o the same time the casing'employed is such as operate from a high potential alternatingto leave a very large portion of the core surcurrent with a transformer for supplying tating heat radiation. 'i motor-operated air-compressor apparatus 5o As shown, the upper and lower legs 9 of the supplying air to the air-brake system, the 115 corresponding end ortions 10 and portion of combination of means for cooling said transeg 8 are laminate in vertical lanes, while former, one of said means producing its the remainder of the core is aminated in greatest effect when the car 1s running at horizontal planes. It will thus be observed higi speeds and another of said means ordithat all the electrical and magnetic advannarily producing its greatest effect when the 120 the same time the arrangement is such that operate from a high potential alternatingthe laminatin of the core in vertical planes current with a transformer inclosed in a casdoes not wea en that portion of the core ing for supplying current to the motors at 125 against up and down vi ration which is best low Voltage and equipped with an air-brake able to maintain the rigidity of the core system supplied with air from an air-comagainst such vibrations, while the laminating pressor normally performing its maximum of the remainder of the core does not weaken duty when the'brakes'are applied most frethe core against horizontal vibrations. quently, means for cooling said transformer 130 mbness wher-edf I have hereunto set mf hand 12th-d ay of June, 11906.

' I WALTER S. MOODY. Witnesses:

BENUA'mN MAIRGMET WOQLLEY 

